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- (No Model.) 2 She'ets-Sheet 1. I

0. MODEREGGER.

METHOD OF AND MEANS FOR OPERATING AND CONTROLLING ELEGTROMOTORS.

No. 530,114. Patented Dec. 4, 1894.

IN VENT 0R ATTORNEY (No Model.) 2 Sheets-Sheet 2.

U. MODEREGGER.

METHOD OF AND MEANS FOR OPERATING AND CONTROLLING ELEGTROMOTORS.

PatentedDeo. $1894.v

WITNESSES ATTORNEY 'mz' NpRRIS FEYERS co, vhoroumou'wAsnmsToN. 0.0.

UNITED STATES PATENT OFFICE.

CARL MODEREGGER, OF VIENNA, AUSTRIA-HUNGARY, ASSIGNOR TO SIEMENS & HALSKE, OF BERLIN, GERMANY.

METHOD OF AND MEANS FOR OPERATING AND CONTROLLING ELECTROMOTORS.

SPECIFICATION forming part of Letters Patent No. 530,114, dated December 4, 1894.

Application filed December 16, 1893- Serial No. 493,827 (No model.) Patented in Germany September 6,1891, No. 68,722; in

Austria-Hungary January 29,1892, No. 42,613 and No. 76,773; in Belgium November 11, 1892, No. 102,331; in France November 22, 1892,1111. 225,853; in fiwitzerland November 24,1892, 110.6.232: in Italy December 1,1892, No, 33,076, and in England March 3, 1893, No, 4,976,

To all whom it may concern.-

Be it known that I, CARL MODEREGGER, a subyect of the Emperor of Germany, residing at Vienna, Austria-Hungary, have invented new and useful Improvements in Methods of and Means for Operating and Controlling Electromotors, especially adapted for railwayswltching purposes, (for which Letters Patent have been obtained in Austria-Hungary, No. $2,613 and No. 76,773, dated January 29, 1892; in Germany, No. 68,722, dated September 6, 1891; in Belgium, No. 102,331, dated November 11, 1892; in Italy, No. 33,076, dated December 1, 1892; in France, No. 225,853, dated November 22, 1892; in Switzerland, No. 6,232, dated November 24, 1892; and in England, No. 4,97 6, dated March 3, 1893,) of which the following is a specification.

This invention relates to a method of and means for operating and controlling electromotors especially adapted for railway switchlng purposes in which the switches are set from a central station by means of an electromotor located at the said switch, and in which the proper opening and closing of the movable rails are automatically announced. The invention herein shown and described 1s especially intended as an improvement upon that of my application executed August 22, 1892.

The electro-motor used to actuate the switch-setting devices is connected with the apparatus in the central station and with a current source by suitable contacts and three wire conductors, one of which supplies the current for actuating the motor in one direction, another for actuating it in the opposite direction thereto, while the third wire, which is the normal return conductor andis not traversed by the working current, is used to operate the signal-indicating apparatus and control the system. The controlling action of this system is, as in my prior application, three-fold. Every interruption of a circuit is indicated by a signal. The running through of a switch is similarly indicated by a signal; and the proper closing of the rail switch is also announced.

In the accompanying drawings is shown an electromotor and railway-switch-operating and controlling devices embodying my invention, in which Figure 1 is a front elevation and diagrammatic view of the apparatus at rest. Fig. 2 is a similar View showing the positions assumed when the rail-switch is being operated. Fig. 3 is a similar view showing the positions assumed at the end of the setting of the switch. Fig. 4 is a similar View showing the positions assumed when the switch is forcibly run through by an engine or train. Fig. 5 is a side elevation and diagrammatic view of the apparatus at rest; and Fig. 6 is a view of the apparatus, rail-switch connections and switch in operative relation, at rest.

As shown, the apparatus consists of four parts. 1 is the setting apparatus at the central station. 2 is an ordinary switch. 3 is the electro-motor that operates the switch-rails and is connected with a setting and locking mechanism, which is in turn in connection with devices,rnore particularly described hereinafter,for automatically reversing the circuit of the motor and the direction of rotation of its armature; and 4, is the generator or source of the current.

The setting apparatus 1 is provided with a mechanical'switch 5,by means of which the railway switch can be operated from the central station,-and with an electro-magnet, 6, 6, the coils of which are Wound with many turns of fine wire to form a high resistance device. The armature 7 of said electro-magnet is provided with a signal wing divided into two equal parts 8, 9, having contrasting colors, preferably white and black. A retractile spring 10 normally tends to hold said armature away from the electro-magnet, so that the green signal 9, which indicates that the rail switch is open, is shown in a small window (not shown) at central station. When the armature is attracted, which indicates that the switch is closed, the signal wing turns and shows the white signal 8 at the window.

The electro-motor 3 is coupled with and operates switch setting and locking mechanism (one form of which is shown in Fig. 6), by means of which the switch-rails can be thrown and set to one side or the other. In the construction shown the motor 3 is shunt-wound and the commutator is provided with two pairs of brushes 11, 12 and 13, 14, with which the terminals of the shunt circuit are connected. A spur wheel 15 is rigidly secured to the armature 16 of said motor, and rotates therewith. A lever 17, fnlcrnmed to the front of the bed of the motor, and adapted to oscillate in a plane perpendicular to the armature shaft, has rigidly secured thereto a toothed segment 18 the teeth of which are adapted to mesh with the teeth of the spur wheel 15,

whereby said segment and its lever are caused to oscillate to one side or the other upon the turning of the armature shaft and its spur wheel. Loosely mounted upon the armature shaft between the spur wheel 15 and the commutator is a switch 19 in the form of a cross. To the upper short arm of this cross is hinged one end of a link 20 having a spiral spring 21 mounted thereon. The other end of this link passes through a loose eye 22 secured to the upper end of the lever 17,and has a stop nut 23 on the end thereof. To the rear end of the bed of the motor is fulcrumed a lever 24: having a bifurcated front portion 24 and an armature 2-t" adapted to be attracted by the pole pieces of the electro-magnet. This armature is formed with a slight forward slope, as shown, to compensate for the arc of rotation of the armature lever, and enable said armature to lie flat against the pole-pieces. Two stops 25 are provided for the lower, long arm of the switch 19, the use of which will hereinafter appear. Each of the under contact brushes is also provided with a depending arm 12, let, against which the pin 26 of the switch 19 is engaged alternately upon the turning of the switch. Two similar pins 26 upon the lateral arms of said switch 19 engage in like manner alternately, the obliquely opposite pairs of brush holders. In order to insure perfect contact between the brushes and the armature, I prefer to connect brushes 12 and 13 and brushes 11 and 14 by means of springs 27.

The operation of my system is as follows:- When the apparatus is in its normal position with the rail-switch locked (as shown in Figs. 1, 5, and 6) the current from generator 4 will flow through the electro-magnet 6, 6, (the resistance of which is sufficient to prevent the rotation of the armature 16) to conductor28, binding post 29, conductor 30, brushes 12 and 11, conductor 31, through the coils of the magnet conductor 32 and back to generator 4. In consequence of the strong resistance of the coil 6, 6, only a weak current circulates in the conductors, and the current is not strong enough to actuate the motor. WVhen the current is interrupted for any reason, the armature 7 with its signal wing will be retracted by the spring 10 to the position shown in Fig. 2.

When the motor and the switch-rails connected therewith are to be operated, the attendant brings the mechanical switch 5 into the position shown in Fig. 2, when the current flows from generator 1, through wire 33, binding post 3%, conductor 30,brushes 12 and 11, conductor 31, through the coils of the magnet conductor 32 and back to the generator 4. There being no resistance in the circuit, the motor 3 now begins to turn the armature 16 and its spur wheel 15, which in revolving carries with it the toothed segment 18 and its lever 17, and consequently the link 20, until said link is in line with the axis of the switch 19, when the spring 21 acting upon said switch pushes the switch over to the position shown in Fig. 3. The connection of the motor with the rail switch is so adjusted that this turning of the switch is not effected until the rail-switch is thrown fully over to its new position. As the switch 19 turns its pins 26 engage the brush holder of the commutator brushes 11 and 12 and shove said brushes away from the commutator at the same time bringing brushes 13 and 14 into contact with said commutator and causing the current to traverse the resistance 6, 6, and How through the motor in a direction the opposite of that shown in Fig. 1. The armature 7 is now attracted again, and the signal wing turns and shows the white signal at the window in the central station. The circuit will then be as follows: From generator 4, through electro magnet 6, 6, binding post 29, conductor 35, brushes 13 and 14:, conductor 31, through the coils of the magnet, conductor 32 and back to generator t.

It will be seen from Figs. 1 and 3 that, when the current flows through the electro-magnet 6, 6, and the motor stops, the armature lever 2 1, being unattracted will fall away from the pole-pieces. The distance between the stops 24 of the bifurcated end of the armature lever 24 is such that the normal arc of movement of the long arm of switch 19 will be exactly occluded by said stops, so that when the resistance is switched out and the motor energized, the armature lever 2% will be attracted andinrisingengagethelongarm ofsaid switch 19. Hence when the link 20 begins to move and the force of spring 21 would naturally tend to push the lever 19 still farther over and throw the commutator brushes away from the commutator and break the circuit, the proper stop 24: (in this case the left-hand one) will engage the long arm of the switch and hold it until the link 20 is in line with the armature shaft and the switch is reversed by the spring 21, when the long arm will accordingly move in the opposite direction (in this case to the right). If, however, the rail-switch is run through by an engine or train (2. 9., when the switch 19 is in the position of Fig. 1) the link 20 will be drawn sufficiently far to the right to enable the spring 21 to reverse the switch 19. As the lever 17 does not continue to move, however, past the point to which it is drawn by the opening of the railswitch, the pressure exerted by the spring is IIO so great that the lower long arm of the switch 19 is forced far enough to the right to cause the pin 26 to engage the depending arm 14 of the commutator brush 14, and push said brush away from the commutator, thus breaking the circuit. The spring 10 instantly retracts the armature and the green signal is shown at the central station window, thus apprising the attendant that the rail switch has been run through, or that the circuit has been broken in some other way.

While I have shown and described my invention as especially adapted for railway switching purposes, it is evident that it may also be used in any other connection where a motor is required in which the flow and direction of flow of current may be automatically regulated.

I claim 1. The method of operating and controlling an electro-motor which consists in passing a current through the motor; and automatically switching a current neutralizing resistance into circuit after a determined period of operation.

2. The method of operating and controlling I an electro-motor which consists in passing a current through the motor in either direction; and automatically reversing the current and varying the resistance of the circuit simultaneously after a determined period of operation.

3. The method of operating and controlling an electro-motor, which consists in passing a current through the motor; controlling the direction of the current through the motor; and causing the armature of said motor to automatically switch a current-neutralizing resistance into circuit after a determined period of rotation.

4. The method of operating railway switches, which consists in passing a working current through an electro-motor and thereby throwing the switch; controlling the direction of the current through the armature of said motor, without affecting the field thereof, and thereby correspondingly controlling the directionof throw of the switch; and controlling the flow of current through said armature by a resistance device in a normal return conductor alternately common to both circuits.

5. The combination with an electro-motor of a switch actuated thereby and adapted to reverse the motor and vary the resistance of the circuit after a determined period of operation.

6. The combination with an electro-motor of a switch actuated by the rotation of the armature thereof and adapted to reverse the motor and vary the resistance of the circuit after a determined period of operation.

7. In a railway switching system, a generator; an electro-motor connected therewith; independent sets of commutator brushes for said motor adapted to cause a flow of current through the armature thereof in either direction; a switch for simultaneously throwing either set of brushes into circuit and the other out of circuit; and means for actuating the railway switch in either direction in obedience to the flow of the motor current.

8. In a railway switching system, a generator; an electro-motor connected therewith; independent sets of commutator brushes for said motor adapted to cause a How of current through the armature thereof in either direction; an oscillatory commutator-brush-controlling-switch loosely mounted upon the armature shaft; an automatic locking device for preventing movement of said switch during the rotation of the armature shaft; stops for limiting the normal movements of said switch; and means for actuating the .railway switch in either direction inobedience to the flow of the motor current.

9. In a railway switching system, a generator; an electro-motor connected therewith; independent sets of commutator brushes for said motor adapted to cause a flow of current through the armature thereof in either direction and correspondingly operate the railway switch; a normal return conductor alternately common to both of said circuits; a resistance device in said return conductor; a switch for cutting out said normal return conductor and its resistance and causing a working current to traverse the armature shaft; an oscillatory commutator-brush-controlling-switch loosely mounted upon the armature shaft; an armature for the pole-pieces of the motor, adapted to electro-magnetically lock said switch upon the cutting out of the normal return conductor and its resistance and unlock said switch upon the restoration thereof; and means 0p erated by the throwing of the railway switch for oscillating the commutator-brush-controlling-switch, and simultaneously reversing the positions of the commutator brushes, reversing the circuit and restoring to the reversed circuit the return conductor and resistance of the original circuit.

10. In a railway switching system, the combination with a generator, an electro-motor and switch-actuating mechanism operated by said motor; of two sets of armature brushes for said motor; an oscillatory switch for throwing the respective sets of brushes into and out of circuit alternately; devices oper- IIO ated by the railway switch for reversing the 

